Train-stopping apparatus.



4 F. T. KNIGHT.

TRAIN STOPPING APPARATUS. APPLICATION FILED on. a. ma.

1, 145,320. Patented July 6, 1915.

3 SHEETS-SHEET I.

uowvto p E iii/015 M.

F. T. KNIGHT.

TRAIN STOPPING APPARATUS.

APPLICATION mw OCT- 3. 19:3.

Patented July 6, 1915.

3 SHEETS-SHEET 2.

1:" 1715mm t. w/Jmt fizz/ w 53,

F. T. KNIGHT.

TRAlN STOPPING APPARATUS.

APPLICATION man on. 3. 191a.

Patented July 6; 1915.

awwm toz COLUMBIA PLANOGIAPH C0-.WASH\N\J|ON. D. 67

sa'rs FRANK T. KNIGHT, OEMACON, GEORGIA.

zrnnm-srorrme APPARATUS. 1

Specification of Letters Patent.

I Application fi1ed'0ctober s, 1913. SerialNo. 793,322..

This invention relates to improvements intrain stopping apparatus and has particular application to automatic train stopping apparatus. 7

In carrying out the stopping apparatus whereby the propelling power of a car or train as the case may be will be cut off and the brakesapplied to bring the train to a standstill in the event of the same entering the danger zone.

It is also my purpose to provide an auto matic train stopping apparatus whereby the. propelling power of the car or train will be automatically cutofl' in the event of such car running past grade crossings and the like underthe action ofthepropelling mechanism. I i 1 Furthermore, I aim to provide an apparatus of the character set' forth which will embrace the desired features of simplicity, efiiciency and durability, which may be installed and maintained at a minimum eX-1 pense and one which will be practically weatherproof and reliable'in operation.

With the above and other objects in view,

the invention consists in the construction,

combination and arrangement of parts hereinafter set forth'in and falling within the scope of the claims. i

In the accompanying drawings; Figure l is a diagrammatic'view of the car carried stopping mechanism. Fig. 2 is a fragmentary side elevation of thelocomotive showing the speed reducing mechanism carriedf thereby. Fig. 3 is an end view of such mechanism, the cover of the caslng thereof being removed. Fig. 4 is a horizontal sectional view through W the casing, ,the mechanism being shownlin bottom plan. Fig. 5' is a diagrammatic view showing the relative positions of the cylinders of. the train stopping mechanism and the speed reducing mecha- I present invention, 3 is my purpose to provide an automatic tram nism and the connections between such cylinders and thethrottle lever. Fig. 6 is a vertical sectional view throughthe controlling cylinder of the speed reducing mechanism.

Patented July 6, 1915. i

. In the practice of my invention, suitable track obstacles are employed and arranged along thetrackway and spaced apart appro- If desired, these track ob- 'stacles may beassociated with the block signal system oftherailway and in such event the obstacles are located adjacent to the en trance of the respective blocks and each conpriate distances.

nected up with the adjacent semaphore and capable of movement to active and inactive positions so that whenthesignal blade of thesemaphore is at danger the obstacle will be active, while when the signal is at clear the obstacle will be inactive. I

The car carried stopping mechanism coma prises a device for cutting off the propelling power of the car, such device embodyinga cylinder 23 within which is mounted for" sliding movement a-piston 24 equipped with a piston rod 25,. extending outwardly of one end'or head of the cylinder by way of a stuff,-

ing box 26. One end or head of the cylinder 23is formed with a fluid inlet port27 while the opposite. head. thereof is formed with a vent aperture 28 designed to permit the dis.

charge of air from the rear of the piston as the latter slides toward the respective head of the cylinder under the action of the fluid entering the same by way of the port 27.

B designates the brake pipe of the air brake system of the carand, as usuaL-the forward end of suchpipe is provided with a cut-ofl cock 29 by means of'which thepipe I B.may be placed, in communication with,

the brake pipe of another car whenthe two cars are coupled up. In. open communica tion with the brake pipe B at apoint adjacent to the cock 29 is a branch pipe 30 in.

which is located a cutoff cock SI and connectedto the free end of 30is an air hose :32.

The numeral 33. designates a controlling valve of the, rotary type having the stem thereof equipped with a handle The casingof the valve 38 isprovid edwith an in let port to which the outer end of the hose the branch pipe 32 is connected and with outlet or discharge ports connected with the inlet ports 27 in the particular head of the cylinder 23 by,

means of conduits or pipes 39 so that when the valve 33 is open communication will be established between the brake pipe and the cylinder 23 whereby the piston will be moved therein under the action of the air.

In the present instance, I have shown my invention as applied to a steam locomotive and the free end of the piston rod 25 is suitably connected with the throttle lever 50 and designed, when moved inwardly under the action of the piston 2%, to swing the throttle lever and so close the throttle valve. Thus, communication between the steam space of the boiler and the drive cylinders of the locomotive will be cut off. The side wall of the cylinder 23 at a point adjacent to the head formed with the vent aperture is provided with a discharge port 51 controlled by the piston 24: and designed to efiect the ischarge of the air within the cylinder to the atmosphere after the piston 2% has completed its movement to close the throttle valve.

In practice, the controlling valve 33 of the car carried stopping mechanism is fastened upon the side of the car in such manner that the handle 44 thereof extends outwardly to a position to engage the active track obstacles. Should a. signal be set at danger the adjacent track obstacle will be in active position, and should a train or car attempt to enter the danger Zone against the signal the handle 45 will impact against the active obstacle. As the handle .4 contacts with the trip arm the valve 33 will be opened thereby establishing communication between the brake pipe B and the cylinder 23 by way of the branch pipe 30, the cook 31, the latter being open, the hose 32, the valve casing and the pipes 39. In this'position of the controllingvalve, the air from the brake pipe enters the cylinder 23 and slides the piston 2e therein so that the throttle valve is moved to closed position to cut off communication between the boiler and the engine cylinders. Asthe piston 2% moves under the action of the air, the train line air pressure is reduced and the brakes gradually applied and when the piston reaches the limit of its movement under the action of the air, the port 5, in the cylinder is uncovered whereby the air from the brake pipe bleeds into the atmosphere. Thus, the brakes are applied to the wheels and the car brought to a standstill.

In some instances, particularly at grade crossings and analogous places, it is required by the rules and regulations of the railroad that the propelling power of the motor car shall be cut off so that the car or train will coast or roll over the crossing or like point and in order to automatically cut ofi the flow of steam from the boiler to the engine cylinders, in the event of the engineer neglecting to close the throttle valve when the car is passing the crossing, I employ whatmay be termed a speed reducing mechanism whereby the propelling power of the car is automatically cut off and which is under the direct control of such propelling power. In the present instance, this speed reducing mechanism comprises a substantially rectangular casing 52 suitably secured to the bed frame of the locomotive in advance of the forward truck and below the valve 33. The outer side wall of the casing 52 is preferably hinged so that the same may be thrown to open position when access is desired to the interior of the casing and formed in such movable wall is a slot 5%. Suitably secured to the bottom wall of the casing 52 adjacent to the slot 54- is a guide 55 which, in the present instance, is dove tailed in cross section and receives a similarly shaped saddle 56 capable of sliding movement along the guide. Fast to the saddle 56 is a valve 57 constructed in any suitable manner and connected by means of a flexible hose 58 with a source of fluid supply as the main air reservoir of the brake system. Leading out of the casing of the valve 57 are flexible pipes 59, 59 leading into one end of a cylinder 60 disposed adjacent to the cyl inder 23 and having a piston therein capable of sliding movement. Projecting outwardly of one end of the cylinder 60 and connected to the piston therein is a piston rod 61, while connecting the outer end of the piston rod 61 with the throttle valve lever is a chain 62. It will be noted that the cylinder 60 is rela tively short as compared with the length of the cylinder 23 so that the piston therein, when actuated, will move the throttle valve lever to a position to half close the throttle valve. Secured to the bottom wall of the casing 52 in parallelism with the guide 55 1s a steam cylinder 63 having one end connected by way of a pipe 64 with the steam chest S of the drive cylinders of the locomotive. Slidably mounted within the cylinder 63 is a piston 65 having the piston rod 66 projecting outwardly of the end of the cylinder opposite to that connected with the steam chest.

Upstanding from the lower wall of the casing 52 at a point approximately centrally of the piston between the cylinder 63'and the guide 55 is a support 67 upon which is mounted for swinging movement a cross arm 68 having one end connected through the medium of a pin and slot connection 69 with the outer extremity of the piston rod 66 and the opposite end connected throu h the medium of a pin and slot connection 70 with a pin uprising from the saddle 56. By means of this construction, it will be seen that when the throttle valveis open the steam entering the steam chest S from the steam dome of the boiler will slide the piston 65 within the cylinder 63 and so move the piston rod 66 outwardly of the cylinder.

thereby swingingthe cross arm 68 with the effect to move the saddle 56 along the guide 55 and toward the outer wall of the casing 52. The stem of the valve 57 isequipped At" the crossing or alike point, I employ. a fixed track obstacle of some suitable construction and disposed in the path ofimovement ofthe valve handle 71 when'the latter engine cylinder.

isatits limit of outward movement. Thus, should the train orcar pass the fixed obstacle with the throttle valve wide open, the valve handle 71 will be actuatedto establish communication between the cylinder 60 and the source of fluid supply by way of the pipe 58, the valve casing and the pipes 59, whereby the piston within the cylinder 60 will be ac.- tuated to cut down the flow of steam to the On the other hand, should the engineer cut off the flow of steamto. the drive cylinders of the engine, when approaching the fixed obstacle, the flow of steam to the cylinder 63 will be cut off so that the saddle 56v upon theguide 55 may be restored to normal position andjin order to restore the same to normal position auto matically, I employ, in the present instance,

a' coiled contractile spring-.73 having one end fastened to the rear end of the saddle and the opposite end secured to the opposite wall of the casing, such spring acting. to return the saddle and valve to normal position upon the closing. of the throttle valve of the engine.

From the foregoing description taken in connection with the accompanying drawings, the construction and mode of opera- .tion of my invention will be readily apparent. automatic train controlling system whereby the train will be brought to an immediate stop in the event of"tl 1e, same entering the danger zone, while the flowof steam to the While I have herein shownand described onepreferred form of myfinvention by way of illustration, I wish it .tobe understood that I'do not limit or confine myself to the precise details of construction herein described and delineated, as modification and" variation may bemade within the scope of r the claims without departing from the spirit ing said device'to normal pos1t1on Is'ucceed x I of theinvention It will be seen that I have provided an when in operative position.

I claim fl. V g 1. In. railway controlling apparatus, the combinationwiththe drive cylinder of'the engine, of a speed controlling device capable of movement to operative andinoperative positions, means, controlled by said device: for cutting down the flow ofmotor fluid to the engine cylinder, means controlledby said when in operative position. a

2. In railway controlling apparatus, the

combination with the drivecylinder of the engine, means for operating the .throttle valve to cut down the flow of motor fluid to the. engine. cylinder, a valve controlling said means i and capable, of sliding movement to.

operative and inoperative positions, a cylinder in open OOIIIIIlUIllCiLtlOIl wlththe steam chest of-the engine drive cylinder, a piston within said last cylinder, a connection be-' tweensaid piston and valve .wherebythe latter willbe movedto operative positionin the normal operation of the drive cylinder,

and means for opening said valve when in operative position. p j v 3. In railway. controlling apparatus, the

combination with the drive cylinder of the 1 engine, of a speedcontrolling device capable of movementto operative and inoperative positions, .meanscontrolledby said device.

for cutting, down the fiow of; motorfluid to the engine cylinder, meanscontrolled. by

said .forsliding' said device to operative posltion 1n, thefnormal operat onof the" engine, meansfor renderlng said device ac.-

tivewhen in operative position, and'means.

for retracting said device when theflow of motor fluid is-cut ofl from the engine drive cylinder. v v

4; In I railway controlling apparatus, the

combination with the drive cylinder of the engine, of a speed controlling device capable of movement to active and inactive pos'itions, means controlled by saidd'evice for cutting down theiflowjof motor fluid to the engine cylinder, amotor operable from saidfl'uid' for sliding said device to active. position in the normal operation of the" engine, :1 -I1d means forbringing' said device into service 5. In railway controlling @Pparatudthe Y combination with the rive cylinder ofgthe engine, of a speed controlling'device capable I of movement to active and-inactive positions,

means controlled by said devicefoncutting.

-. down -t fiow of o r-fluid 50- th g ne;

cylinder,'.a" motoroperable; from said lfluid] for sliding, said device to active .positionin the. normal operat on of. the engine, means for-bringing saiddevice intoservice when inoperative position, and means 'forrestoring the cutting off of the flow of fluid to the engine cylinder.

6. In railway controlling apparatus,'the combination with the drive cylinder of the engine, of a speed controlling device capable of movement to operative and inop- 'erative positions, means controlled by said device for cutting down the flow of motor fluid to the engine cylinder, a motor con trolled by said fluid for sliding said device to operative position in the normal position of the engine, means for rendering said device active when in operative position, and a spring for retracting said device whenthe flow of motor fluid is cut 05 from the engine drive cylinder.

7. In railway controlling apparatus, the combination with the drive cylinder of the engine, source of supply therefor and the valve controlling communication between the source of supply and drive cylinder, of means operable to actuate said valve to cut down the flow of fluid to said cylinder, and means operable from the motive fluid When the controlling valve is open to move said first means to a position where such means may be rendered active.

8. In a railway controlling apparatus, the combination with the drive cylinder of the engine and the source of fluid supply there- 'for and the controlling element of the engine, of a motor operable to actuate said element to cut down the flow or" fluid to said cylinder, a source of supply for said motor, a valve controlling communication between said lastsource and motor, and means op erable from the motive fluid of the engine when the controlling element is open to move said valve to a position where such valve may be rendered active.

9. In railway controlling apparatus, the combination with the drive cylinder of the engine and the source of fluid supply therefor and the controlling element of the engine,of a motor operable to actuate said element to out down the flow of fluid to said cylinder, a source of supply for said motor, a valve controlling communication between said last source andmotor, and a motor operable from the motive fluid of said engine when said controlling element is open to move said valve to a position where such valve mav be rendered active.

10. In railway controlling apparatus, the combination with the drive cylinder of the engine and the source of fluid supply therefor and the controlling element of the en gine, of a motor operable to actuate said element to cut down the flow of fluid to said cylinder, a source of supply for said motor,

a valve controlling communication between said last source and motor, a motor operable from the motive fluid of said engine when the controlling element is open to move said valve to a position where such valves may be rendered active, and means for restoring said valve to normal position when communication between the drive cylinder of the engine and the source of fluid supply is cut off.

11. In railway controlling apparatus, the

combination with the drive cylinder or" the engine and the source of fluid supply therefor and the controlling element of the engine, of a motor operable to actuate said element to cut down the flow of fluid to said cylin der, a source of supply for said motor, a valve controlling communication between said last source and motor, a motor operable from the motive fluid of said engine in the operation of the latter to render said valve active, and a spring for restoring said valve to normal position when communication between the drive cylinder of the engine and the source of fluid supply is cut ofl. I

12. In railway controlling apparatus, the combination with the drive cylinder of the engine, the source of fluid supply therefor and the throttle valve controlling communication between said cylinder and source, a

motor operable to actuate said valve to cut down the flow of motive fluid to the cylinder, a source of supply for said motor, a valve controlling communication between said motor and last source and capable of sliding movement to active and inactive positions, means for operating said valve when in active position, and means operable from the motive fluid of the engine in the operation of the latter to slide said valve to active position whereby the throttle valve will be actuated to out down the flow of fluid to the engine cylinder.

13. In railway controlling apparatus, the combination with the drive cylinder of the engine, the source of fluid supply therefor and the throttle valve controlling communication between said cylinder and source, a motor operable to actuate said valve to cut downthe flow of motive fluid to the cylinder, a source of supply for said motor, a valve controlling communication between said motor and last source and capable of sliding movement to active and inactive positions, means for operating said valve when in active position, and a motor operable from the motive fluid of the engine in the operation of the latter to slide said valve to active position whereby the throttle valve will be actuated to cut down the flow of fluid to the engine cylinder.

'14. In railway controlling apparatus, the combination with the drive cylinder of the engine, the source of fluid supply therefor and thethrottle valve controlling communication between said cylinder and source, a motor operable to actuate said valve to cut down the flow of motive fluid to the cylinder, a source of supply for said motor, a

valve controlling communication between said motor and last source and capable of sliding movement to active and inactlve positions, means for operating said valve when in active position, a motor operable from the motive fluid of the engine in the operation of the latter to slide said valve'to active position whereby the throttle valve will be actuated to out down the flow of fluid to the engine cylinder, and means for sliding said valve to inactive position succeeding the cutting down of the flow of motive fluid to the engine cylinder.

15. In railway controlling apparatus, the combination with the drive cylinder of the engine, the source offluid supply therefor and the throttle valve controlling communication between said cylinder and source, a motor operable to actuate said valve to cut down the flow of motive fluid to the cylinder, a source of supply for said motor, a valve controlling communication between said motor and last source and capable of sliding movement to active and inactive positions, means for operating said valve when in active position, a motor operable from the motive fluid of the engine in the operation of the latter to slide said valve to active position whereby the throttle valve will be actuated to cut down the flow of fluid to the engine cylinder, and a spring for sliding said valve to inactive position succeeding the cutting down of the flow of motive fluid to the engine cylinder.

16. In railway controlling apparatus, the combination with the drive cylinder of the engine, the source of fluid supply therefor and the throttle valve controlling communication between said source and cylinder, a motor operable to actuate said throttle valve tovcut down the flow of fluid to the drive cylinder, a source of supply for said motor, a valve controlling communication between said last source and motor and capable of sliding movement to active and inactive positions, a motor operable from the motive fluid of the engine in the operation of the latter, a cross arm pivoted between its ends for swinging movement, a pin and slot connection between one end of said arm and said last motor, and a pin and slot connection between the remaining end of said arm and said valve whereby the latter will be slid to active position in the operation of said last motor, and means for opening said valve when the latter is in active position.

17. In railway controlling apparatus, the combination with the drive cylinder of the engine, the source of supply, the throttle valve controlling communication between said source and cylinder, and the throttle valve operating lever of a controlling'device,

means controlled by said device for actuating the throttle valve to partially cut down the flowof fluid to the drive cylinder under certain conditions, and automatic means for actuating the throttle valve to closed position under certain other conditions.

I 18. In railway controlling apparatus, the combination with the drive cylinder of the engine, the source of supply therefor, the

throttle valve controlling communication between said source and cylinder and the throttle valve operatinglever ofa control ling device capable of movement to active and inactive pos1t1ons,"means operable from the motive fluid of the drive cylinder to I move said controlling device to active positlon, means controlled by said device for actuating the throttle valve to partially cut down the flow of fluid to the drive cylinder under certain conditions, and automatic means for actuating the throttle valve to closed tions.

19. In railway controlling apparatus, the

position under certain other condicombination with the drive cylinder of the said device to active position, means controlled by said device for actuating the throttle valve to partially'cut down the flow of fluid to the drive cylinder under certain conditions, and automatic means independent of saidlast-named means for actuating the throttle valve to closed position under certain other conditions.

' 20. In railway controlling apparatus, the

combination with the propelling mechanism of the motor car, and hand operated means for cutting off the propelling power of the motor car, of a controlling device, means controlled by said device for partially cutting down the propelling power of the m0- tor car under certain conditions, and automatic means independent of said last-named means for cutting'ofl the propelling power of the motor car under certain other conditions.

21. In railway controlling apparatus, the combination with the driving motor of the motor car, the source of supply therefor and the controlling element between the motor and'source, of means operable to actuate said element to cut down the flow of motive agent from the source of supply to the motor and capable of movement to a position where such meansmay be rendered active,

and means operable from the motive agent when the controller is in open position to move said first means.

22. In railway controlling apparatus the combination with the propelling mechanism of the motor car and a hand operated means for cutting off the propelling power of the car, of a controlling device capable of movement to active and inactive positions, means operable by the propelling agent of the motor car to move said controlling device to active position, means controlled by said device for partially cutting down the propelling power of the motor car under certain conditions, and automatic means independent of said last-named means for cutting ofl 10 the propelling power of the motor car under certain other conditions.

In testimony whereof I aflix mv signature in presence of two witnesses.

FRANK T. KNIGHT. Witnesses EDWIN J. TURNER, ELIJAH J. LAVENDER.

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